Direction signaling device



sept.- 22, w42. l H. B. TOBIAS 2,296,585

DIRECTION SIGNALING DEVICE Filed Maren 21, 195s :5 sheets-Sheet 1 Sept. 22, 1942. H. B'. 'roBlAs DIRECTION SIGNALING' DEVICE 3 sheets-shea: 2

Filed Mrch 21, 1939 ill fil -l/ Sept. 22, 942. H, Q TOB|A$ 2,296,585

DIRECTION SIGNALING DEVICE Filed Marh 2l, 1939 3 Sheets-Sheet 5 Patented Sept. 22, 1942 UNITED STATES iiitliii' OFFICE DIRECTION SIGNALING DEVICE Herrmann B. Tobias, Washington, D. C.

Application March 21, 1939, Serial No. 263,232

8 Claims.

This invention relates to direction signaling devices for vehicles and more particularly to a switching device suitable for indicating a contemplated change in the course of such vehicle to the Aleft orto the right from a straight ahead direction.

One of the objects of the present invention is to provide a novel direction signaling system operated by mechanical means to control either manually or automatically the direction signaling lights of a vehicle.

Another object is to provide `a novel switching mechanism so constructed as to be readily and inexpensively manufactured in large quantities and so simple in its mechanical parts that it can be readily installed, adjusted and serviced by the average vehicle operator.

A further object is to provide novel switch mounting means adapted `to 'be secured to the steering post jacket of a vehicle, adjustable to the many various types of such steering post jackets and to engage the steering wheel or steering post of said Vehicle in any position most convenient to the operator.

A further object is to provide within the switching mechanism automatic resetting of the switching parts upon the completion of a turn and a pilot light to indicate the lproper or improper operation of the direction signaling lights.

The above and further objects and novel features of the invention will more fully appear from the following detailed description and the accompanying drawings on which is shown only one of the preferred forms of this invention and only a few of the variations, it being understood that the drawings are for purpose of illustration only and are not designed as a definition of the limits of the invention.

In the accompanying drawings like reference characters refer to like parts throughout the several views and where arrows appear the views are in the direction of said arrows.

Figure 1 is a small scale top View of the switching device mounted on the steering post jacket of a vehicle and below 'the steering wheel.

Figure 2 is a small scale side view of the switching device mounted on the steering post jacket of a standard type vehicle.

Figure 3 is a large scale plan view of the switching mechanism taken on line 3 3 of Figure 5 and showing diagrammatic extensions of the electrical connections to the direction signals and battery.

Figure 4 is an interior view vof the rotating cover of the switching mechanism after removal therefrom.

Figure 5 is a sectional View of the switching mechanism taken on line '5 5 of Figure 3.

Figure 6 is a sectional view of the switching mechanism taken on line 6 6 of Figures 5 and 3.

Figure 7 is a side view of the switching mechanism, taken on line 1 1 of Figure 3, with the supporting bracket, rotating cover and idler assembly removed.

Figure 8 is a bottom View of the switching mechanism taken on line 8 8 of Figure 5, with the idler assembly removed.

Figure 9 is a side view of the switching mechanism taken on line 9 9 of Figure 5 and showing the idler assembly.

Figure 10 is a fragmentary sectional View taken on line l0 of Figure 5.

Figure 1l is a sectional view taken on line Il ll of Figure 5.

Figures 12, 13 and 14 are diagrammatic line drawings of various parts of the switching mechanism in various functional positions.

Figure `15 is a small scale side view of the switching mechanism with a modied mounting bracket and idler assembly adapted to one of the special type steering vpost jackets of -a vehicle.

Figure 16 is a reflected view of a modiiied form of the rotating cover shown in Figure 4, made of translucent plastic material.

Figure 1'7 is a sectional view taken on line Il ll of Figure 16.

Figure 18 is a simplified wiring diagram of the signal system.

In the existing art, switches for directional signals have been mounted on the steering post jacket or on the steering post arranged to be controlled by a turn of the steering wheel of a vehicle.

Most of these switches did not give consideration to the fact that the steering wheel and steering post of most vehicles have a turn ratio of one and two-thirds to the full turning arc of the front road wheels o-f an automobile or like vehicles when making a short turn to either the right or left of a straight run, and therefore the result is `false land confusing signals after the beginning of the second turn of the steering wheel, or the following reversion after such second turn.

It is one of the main purposes of this invention to so vproportion the operating mechanism of this switching device that the one and two-thirds turn of the steering wheel and steering post will produce only about seven-eighths of a turn of the control mechanism of the switching device as will be more fully described herein.

The switching device consists primarily of a base plate 36 of insulating material such as bre, plastic, Bakelite or rubber supporting various cams, electrical contact devices and pilot light assembly; a rotating cover provided with an operating cam, translucent window and supporting shaft; a hollow bracket |45 slidably supporting the switching mechanism and provided with means for clamping to the steering post jacket; and an idler assembly bracket |30 for obtaining a frictional engagement'l between the hub of a steering wheel or steering post and the rotating cover of the switching mechanism.

The steering mechanism of most vehicles consist of a steering post jacket I8, rigidly fastened to the frame of the vehicle, within which is mounted the steering post |9 rotatably supported and aligned by the steering jacket bushing 20.

The steering wheel 2|, spokes 22 and hub 23 is generally made of metal or reinforced Bakelite and the hub 23 is rigidly secured to the steering post I9 through a spline and lock device 24.

The movement of the steering wheel is transmitted through its hub and the idler assembly to the rotating cover of the device which activates the automatic features of the switching mechanism,

The switching device is preferably mounted under the steering wheel and in a position forward of the steering post jacket as shown by solid lines in Figures 1 and 2.

When a speedometer or similar instruments are mounted on the dash-board directly in front of the steering wheel, then, to avoid obscuring these instruments the switching device is mounted to one side of the steering post jacket as shown by th'e dotted lines in Figure 1.

Similarly the switching device may be mounted at any point around the steering post jacket most convenient to the operator and the manual operating lever may also be reversed to suit the hand of the operator.

The base plate 30 supports most of the switching mechanism, electrical contacts, and the electrical wires which are passed through hole 3| cut in the plate At the front end of plate 30 is mounted an I cam 32 of fibre, plastic, rubber or similar insulating materials, supported by a pivot pin 33 the lower end of which is undercut and threaded, passed through the base plate and secured thereto by the nut 34.

The I cam is retained on the pivot pin 33 by the washer 35 and a spring clip ring 35 that engages a ring groove cut into the upper free end of pin 33.

The front portion 31 of I cam 32 is undercut to clear the double winged electric contact spring 38 when the I cam is automatically swung to the right or to the left by the rotating cover ||0 as will be hereinafter described.

The double winged spring 38 is secured at its center to the base plate 30 through an integral flange 39 and suitable spacing washers by the bolts 40.

These spacing washers are of such thickness that they permit a frictional contact between flange 33 and the pilot light switch plate 4| so that this spring 38 will receive current from the ungrounded side of battery through the electric wires designated B in a manner as hereinafter described. The opposite side of the battery is grounded as in ordinary practice.

The eXtreme ends of the double winged spring 38 are curled at 42 and 43 to insure a good contact with' the spring 44 which carries current to the right signal light through electric wire designated R and with the spring 45 which carries current to the left signal light through electric wire designated L when the swing of the I cam 32 flexes either the spring 44 or 45.

The free ends 46 and 41 of springs 44 and 45 respectively are also curled and in the position shown in Figure 3 serve to hold the I cam 32 in a neutral position while a vehicle is following a straight ahead course.

Springs 44 and 45 are respectively riveted to angle clips 48 and 49 which in turn are secured to the base plate 30 by the bolts 50 and 5|.

To one of the bolts 5|) is secured the electric wire R to the right signal light and to one of the bolts 5| is secured the electric wire L to the left signal light.

In Figure 3 is shown a double faced signal which is suitable for mounting on the side of a vehicle and illustrates the circuitI connections,

The specic construction of the signal light forms no part, per se, of the present invention, since any of the various types of signal lights, semaph'ores or other such signaling devices now manufactured may be used in combination with the switching device described herein.

The wires R and L are connected through suitable devices to the center plugs of the lamps, the lamp shells being in contact with the signal casing which in turn is suitably grounded to the frame of the vehicle as in usual practice.

The rear portion 52 of I cam- 32 is arranged in two steps, the lower step 53 intended to engage a cam flange on the pilot light switch plate as will be herein described.

For use on heavy constant duty vehicles such as busses, trucks, etc., the front portion 31 of I cam 32 is provided with a roller plate 54 held in rotating position by pin 55 as shown by dotted lines only in Figures 3 and 7.

In the center of the base plate 30 is located a U cam 56 of fibre, plastic, rubber or similar insulating material intended for the manual operation of th'e switching mechanism.

The U cam 56 is supported at the center by a sleeve pivot 51 the lower end of which is undercut and threaded, passed through the base plate and secured thereto by the nut 58.

The U cam 56 is operated by the Z shaped lever 59, the lower portion 63 projecting a certain distance beyond the edge of the base plate 30 and the upper portion 6| having a punched hole to t over the sleeve pvot 51 and come in contact with the upper surface of the U cam 56.

The swing of the lever 53 is transmitted to the U cam through the tongues 62 punched from the upper plate 6| and bent down to fit tightly into the holes 63 provided in the upper section of the U cam 56.

To steady the lower portion of the lever, a tongue 64 is punched from the lower plate 60 and is bent to fit around the edge of the base plate 3B.

The U cam 56 and the upper plate 6| of the lever 59 is retained on theV sleeve pivot 51 by a spring clip ring 65 that engages a ring groove cut into the upper free end of sleeve pivot 51.

The lever can be readily removed from its posi-v tion on the left side of the device as shown. in Figures 1 and 3 and placed on the right side as shown by dotted lines in the same figures.

The free ends of the U cam 53 are arranged in two steps, the lower steps 86 intended to flex spring 44 or 45 when Ythe lever iis operated to indicate direction vof turn and the upper steps 81 designed `to clear the springs lM and -45 and intendedto contactthe sides of the I-.cam 32 and serve to return the U lcam ito neutral position when an error is made in setting the lever 59 or when the turn is made `in a direction opposite to that originally intended and signalled by the setting of the lever 59.

The pilot light switch plate "4| is `slidably mounted between the base plate '30 and the I and U cams and has punched'openings 8B yand 89 to pass over the pivots 33 and `51 respectively.

Fiber insulating washers and 1| ofthe-same thickness as plate 4| vare Aplaced `respectively around pivots 33'and 51 andtheir outer edge contacting the sides of .punched openings '68 'and $9 serve to align the sliding switch plate 4|.

The punched opening 68 is of such .length'as to act as a limit stop for the :forward and 'backward movement of sliding `plate 4|.

Out of the metal vpunched'to form opening 69 there is also formed a curved cam flange 12 to be engaged by the lower step '-53 of the :rear `portion 52 of I cam 32 so as to return-sliding switch plate 4i to contact position with pilot light support shown in Figures '3 andf5.

Sliding plate 4| isflanged at the forwardfend to form the grip 13 for operating the switchplate, and at the rear end Yto form Vbeveled contact anges 14 `and retaining `notches 15 "designed to engage the lower edge .of the plate 80 supporting the pilot light.

t the rear of base plate 30 are provided ,pedestals 18 and 11 secured through integral flanges to said base plate with bolts V18 and :19 'respectively.

`Between the said pedestals is located a ipilot light supporting plate 89 provided with'an `annular flange 8| which 'is threaded zor slotted rto receive and'rmly holdthe base of pilot `lamp 82.

The pilot light plate is flanged Yat both sides, one flange being secured directly'andin electric contact to the pedestal 1S by the rivet 83, and the other vflange being secured to the pedestal 1F| by the rivet 84 but prevented from formingelectric contact by the insulating bre 'washers 05.

Both pedestals 16 and 11 are extended at the top to form arms 86 and y8&1 respectively, :with

indentation 88 at the end of each yto receive and hold the pointed ends of a standard cartridge resistor 89.

Below the arm "81 of pedestal 11 `an integral spring flange 90 contacts the plugend '9| ofthe pilot light 82.

To the bolt 19 of pedestal "1.1 is Iattached Aby Ya suitable terminal the battery wire B.

The current from the un'dergrounded side o'f the battery reaches the double winged spring 38 through wire B fastened to bolt 19, throughpe'destal 11, arm 81, resistor 89, arm 86, pedestal 16, pilot light plate 80, sliding Aswitch plate 4| and flange 35.

The pilot light 82 being vrin shunt with the .resistor 89 receives a small amountof current `to light it, through pedestal 11, spring clip .90, plug end9| of pilot light,light filament, vbase of :lamp to annular flange 8|, .pilot :light `plate 80 and sliding switch plate A41| The resistance unit is inserted lin .the circuit to the direction signal light to give --a drop -in voltage across the resistor sufficient to :light the pilot light when the circuit to one of the signal lights is closed bythe `spring 38 contacting either spring 44 or A|5.

YThe .cartridgeftypeao'f Aresistor is preferred since it permits'easy replacement with higher or lower resistances depending on the number and individual candle power of the signal lights that may be Vattachedrto the terminal bolts 50 or 5|.

Theunderside of base plate 30 is counterbored forthe heads of ybolts 40, 50, 5|, 18 land 19 so as to set them back of the face of base plate and avoid -electrical contact vbetween them and other adjacent metal parts.

The base plate 30 can be -produced from an opaque moulded plastic material having the bolts 40, 50, 5|, 18 and 19, the pivots 33 and 51 and the anges 98 and |700 anchored into the plastic material during moulding'and having the grooves 91 formed of Asaid plastic material.

To the underside ofbase plate 39 is secured by the rivets 92 ya plate V93 having holes 94 and 95 punched therein suiiiciently large to yclear nuts 34 and 58 respectively.

The sides of the plate 93 .are offset at 95 to form in connection with thebase plate grooves 91 which `slidably engage flanges t1 in the bracket V|-.|5.hereinafter described.

Atv one endof plate 93 is-a flange 98 terminatingin a vsleeve 99 to forma leaf in the hinge supporting :the idler assembly bracket hereinafter described,

Atthe other end of plate 93 is a smaller ame |00 intended to lhold the -switching mechanism out of engagement with the steering wheel when pulled away from `the steering post jacket as shown by dotted lines in Figure 5 and a pencil or similar `objeci-l |0| is inserted between the flange and the .endof vthe bracket.

The rotating cover .l I0 of cylindrical form is mounted over `the Abase plate 30 and covers all the switching mechanism mounted on said base plate.

The indentations in the -top .of the cover are designed ronly .to `improve the appearance of the top.

In the reenter of the top i-s'iplaced a window ||A| moulded vfrom colored translucent vplastic material heldin place by a spring ring clip SI2 engaginga groove inthe Yflange VI |3 of the moulded window.

A pivot pin ||4 which ts the sleeve 51 of the base plate 30 is .shoulderedat the top to bear upon the top ofthe sleeve 51 and `is riveted to a supporting plate 4| l5 which in turn is secured to the top of .the cover il I8 withvthe bolts H 6 and supportssaid cover initsrotating position.

The bottom of the ,pin H4 .is pointed to facilitate insertion Yinto -sleeve 51 and is retained -in position by the ring spring =clip H1 fastened yto nut'58 engaging a ring groove in the said pivot pin.

vWithin the rotating cover ||0 Vis a circular rotating cam ||8 formed of two segmental parts neatly telescopedat the center of its periphery to form practicallya continuous operating unit andadjustably secured to the cover through integral ilanges ||9 by the bolts H8 passing through segmental slots |20.

The free ends of the two segments of the rotating cam vI'|8 are anged at |2| and |22 and the space setting between these two flanges delineates the neutral zone of the switching mechanism when `a Yvehicle moves in a straight line and the I cam is in its neutral position shown in Figures l3 and 12.

AThe space setting lfor-this neutral zone is genat the ratio of 12/3 turn of the steering wheel to Kg turn of the switching mechanism, represents a neutral zone at the steering wheel of from 11-0 to #-2 part of the circumference of its circle.

The movement of the steering wheel within the above zone is necessary to steer the car in a straight line and a turn of the wheel beyond this zone will automatically operate the turn signals.

If the operator desires to delay action of the signal light he can readilyV do so by increasing the space setting of either one or both of the anges I2| and |22.

The rotation of the cover IIIJ, which carries with it the rotating cam II8, to the right or to the left will move iianges I 2| or |22 into contact with the front end 31 of I cam 32 and swing it to the corresponding position that will close the circuits between contacts spring 38 and either` spring 44 or 45 according t0 its direction.

When the circuit is completed the pilot light 82 will illuminate the interior of the switching device and make the translucent window I I I glow to indicate to the operator that the signal light is set and that it is in working condition.

While I have shown in Figures 3, 4, 5 and 6 a rotating cover made of metal with a translucent window, it is not my desire to be limited to that type of construction since a rotating cover can be produced from a translucent moulded plastic material as shown in Figures 16 and 17.

In a moulded plastic cover the metal pin ||4 is cast into the plastic hub |23 from which radiate the integral ribs |24.

The rotating cam shown with the metal cover is modified by providing the flanges |25 at the lower end to permit them to be secured to the integral posts |26 by the screws |21 passed through the segmental slots |28.

The idler assembly bracket I 30 is forkedat the lower end, each blade terminating in a sleeve I3| designed to t on each side of sleeve 99of plate 93 and with the loose pin |32 to form a hinge for the flexible mounting of bracket |30.

At the upper end of bracket |30 anges |33 and |34 are cut and bent to form supports for the two idlers |35 of rubber or similar yielding material, mounted on the spools |36 and held in place by the rivets |31.

The position of the two idlers |35 is such that they engage the side of the rotating cover |I0 and the hub 23 of the steering wheel to line them up and to transfer the rotating direction of the hub 23 to the rotating cover ||0 as shown by the arrows |38 in Figure 3 for a right turn.

'Ihe size of the idlers |35 is not important on vehicles with a small hub on the steering wheel.

When the switching device s to be installed on a vehicle with a large steering wheel hub, it is necessary to use a reduction idler as shown in Figure 15.

This reduction idler must have a predetermined ratio between the small idlers |39 and the large idlers |40 both mounted on a special spool |4I designed to transfer the rotation of the steering wheel hub engaging the large idlers |40 through the smaller idlers |39 engaging the rotating cover ||0 and turning it at a reduced ratio.

A reduction idler may also be used in connection with a standard size steering wheel hub similar to that shown in Figure 2 when it is desired to reduce the size of the switching devicev to render it less conspicuous or whenV the available space for its installation is limited.

The hollow bracket |45 is subject to more variations than any other part since it is the means for securing the switching device to the many and different types and sizes of steering post jackets and steering wheels.

The hollow bracket is provided with sides |46 which have flanges |41 at the upper side to slidably engage the groove 91 formed by the plate 93 and base plate 30.

At the end |48 of the bracket there is a cut-out section |49 of such size as to permit the passage of the hinge flange 99 and the point of the pin ||4 of rotating cover Ill).

The slidable mounting of the switching device is intended to bring the rotating cover ||0 through the idlers |35 in frictional contact with the lower part of the steering wheel hub 23 under' extensible pressure of the helical twist spring |49 against ange 99.

The helical twist spring |49 is held in position by the threaded sleeve |50 passing through the side walls |46 and secured by screws |5I.

'I'he bracket I 45 is secured to the steering post jacket by a suitable clamp such as shown in Figure 11, formed by a flanged strap |52, the barA |53 passed through punchings in the walls |46 of the bracket and bolts |54. Y

A hole |55 is punched in the bottom of the bracket |45 near the steering post jacket I8 to allow the passage of the electrical wires.

One of the variations of the hollow bracket construction is shown in Figure 15, consisting of a special flanged detail for fastening it to the steering post jacket housing with tap screws |56.

The operation of the switching mechanism can be more readily understood from the line diagram in Figures 12, 13 and 14 and the drawing in Figure 3.

When the operator of a vehicle equipped with this invention is traveling in a straight direction all of the switching parts will be in the neutral positions shown in Figure 3.

Should the operator swerve too much to one side or the other of a straight direction beyond the neutral zone space setting of rotating cam |I8, the automatic switch will operate to light alternately the right and the left direction signals and thus placing a following operator on guard.

When the operator wishes to turn to the right at the next intersection he will, as he approaches said intersection, signify his intention by moving lever 59 in the direction of the turn or to the right or clockwise as shown at |60 in Figure 12, depending on the position of the switching device when mounted on the steering post jacket.

This manual movement of lever 59, turns the U cam 56 until the end 61 touches the side of the I cam 32. The lower step 66 of U cam 56 flexes the contact spring 44 causing it to contact spring 38 and thereby completing the circuit that will light the lamp of the right direction signal.

Should the operator forget to indicate his intention to turn right as he approaches the street intersection, then, the automatic switching will operate through the rotating cam H8 actuated by the steering wheel and idlers |35.

The rotating cam ||8 as it turns to the right will engage the front end 31 of I cam 32 and swing it around as shown in Figure 13 causing the rear end 52 of the I cam 32 to flex the contact spring 44 to bring it in contact with spring 38 and thus complete the electric circuit for the right direction signal light.

When the manual signal is set as in Figure 12 and the automatic signal is started as in. Figure 13, then, the rear end 52 of I cam 32 as it is turne will press against the side of the lower step 55 of U cam 56 forcing the U cam 56 and lever 59 back into neutral position and at the same time the front part 31 of I cam by its proximity to the curled end 41 of contact spring 35 will prevent the eXing of spring 45 and the closing of the left signal light circuit while the right signal light is in circuit.

Should the operator indicate his intention to turn right by moving the lever 53 to tit-.e position shown in Figure 12 and when he approaches the intersection he finds he must turn to the left and has no time to change the position of the lever 59, then, the automatic switching will operate through the rotating cam ||8. As this cam H8 turns to the left it, will engage the front end 31 of I cam 32 and swing it around as shown in Figure 14 causing this end to press against the high step 51 of the U cam 53 to start it back into neutral position and to press against curled end 46 of contact spring 44 to break the contact with spring 38 and to further exert pressure against the lower step 86 of U cam56 to complete its return to neutral position, while the rear end 52 of I cam 32 pressing against curved end 41 of contact spring 45.1iexes it into contact with spring 38 and completes the electrical circuit to the left direction signal light.

The operations of the switching device for a left turn indication are the same but in the opposite direction. The manual operation of the lever 59 would be to move it in the direction of the turn or to the left or counterclockwise, as shown at l! in Figure 1, depending on the positionof the switching device on the steering post jacket.

It will be noted that the switching mechanism always operates automatically signaling the right or left turn in accordance with the right or left turn of. the steering wheel or post. When preset by hand, the manual operation is released by the automatic mechanism. When a Wrong signal is given or a change of intention takes place or a change of direction is necessitated by an emergency, the automatic mechanism will rectify the signal given.

The switching device being of very simple design and mechanical in its action, is dependable, trouble free, easy to understand and to repair or adjust when necessary.

When it becomes necessary to change the space setting for the neutral Zone it is easily done by pulling the lbase plate 39 against the extension force of spring |59 and away from the steering wheel hub 23 until the ange |00 is outside the end. |48 of the bracket |45 as shown by dotted lines in Figure 5 and inserting va pencil, rod or similar article |0| between said ange |59 and end |48 to hold it in this position. This releases the tension against the idlers |35 and steering Wheel hub 23, then the rotating cover can be temporarily removed, the bolts ||6 released, the rotating cam ||3 adjusted as necessary, the cover replaced, the pencil |0| removed and the base plate 38 permitted to return to its engaged position.

When the rotating cover is accidently turned out of adjustment it can be returned to perfect registry by hand turning the rotating cover lili until the point P of the translucent window is in the position shown in Figure 1.

When the vehicle is parked with the front wheels turned toward the curb,the corresponding direction signal' will befswitched and to disconnect, it, the operator pulls outward the grip 13 of pilot switch plate 4| ,which disconnectsthe beveled contact flanges 111 from the pilot lamp supporting plate 8U and extinguishes the corresponding direction signal. WhenV plate 4| iS pulled outward the integral cam flange 12 moves from the. position shown in Figure `3 to that shown in Figure 13. When the front wheels are turned straight the I ca-m 32 is returned to neutral position landY thelower step -53 of rear end 52 pressing against cam flange 12 pushes plate ll Iback into contact position.

Referring particularly to Figures 13 and 14, it will be obvious that when-.theacam 32 is turned by movement of the steering wheel from the straightaway or neutral. position to make a left turn or a right turn, it is disposed lying between the tips of the U-shaped member `56, and in the :path of movement of the tips, so thatthe member 56 is locked against movement to a signaling position by manipulation of the lever `59. The member `55. is automatically thrown to. neutral position, and the lever` 59. cannot be moved inadvertently by hand to a false turn-indicating position while the driver is turning the car.

Although, I have shown certain `preferred. ernbodiments of my invention, and [certain variations and modifications of parts,.and materials yand positions possible or necessary to adapt this invention to various conditions of use, IY desire it to be understood that I do not wish to be limited thereby as other changes and variations may lbe made therein without departing from the essence of the invention or the spirit and scope of the appended claims.

Having thus described my invention, what I claim and desire to secure by Letters Patent is:

1. In turn indicating means for a vehicle, which vehicle is provided with a source of current, with a steering wheel, and with current-responsive signal means indicative of a left turn or a right turn, respectively, a turn indicating control switch, said control switch including a manually operable lever turnable to right turn, left turn, and non-signaling neutral positions, respectively, means connected movable in response to the turning of the steering wheel for a left turn or a right turn, respectively, to automatically move said lever to neutral position from a manually set turn position while maintaining said switch in .a closed position corresponding to the turning movement of said wheel, and means to lock said lever in non-signaling position against manual movement while said steering wheel is in control of the turn indicating signal.

2. In turn indicating means for a vehicle, which vehicle is provided .with a source of current, with a steering wheel, and with currentresponsive signal means indicative of a left turn or a right turn, respectively, a turn indicating .control switch, said control switch including manually operable means movable to selectivelr connect said signal means in a circuit with said source to indicate a right turn or a left turn, respectively, and wheel-controlled means operable in response to movement of said steering wheel for a turn to automatically restore said manually operable means to non-signaling position from a manually set turn indicating position "while closing said switch to connect said source in circuit with a signal means indicative of the turn of the wheel, and means operable in response to movement of said wheel for a turn to automatically 1ock` said manually operable means against manual operation while the wheel-controlled means .are in control of the signal circuit.

3. In turn indicating means for a vehicle, which' vehicle is provided with a source of current, with a steering wheel, and with currentresponsive signal means indicative of a left turn or a right turn, respectively, a turn indicating e control means comprising a plurality of switches normally in open position and selectively closable to indicate a left turn or a right turn, respectively, manually operable means normally in neutral and non-signaling position and movable to turn-indicating position to selectively close only one of said plurality of switches at a time, means connected movable in response to the turning of said steering wheel for a turn to automatically move said manually operable means to neutral position from a manually set turn-indicating position, and to coincidentally move a selected one of said plurality Vof switches to connect a signal means to said source indicative of the turn of said wheel, and means to lock said manually operable means in non-signaling position against manual movement while said wheel is being turned to turn the vehicle.

4. In turn-indicating means for a vehicle, which vehicle is provided with a steering wheel, with a source of current, and with current-responsive signal means, a turn-indicating control means comprising a rst switch means connectible with said wheel for movement therewith to left turn, to right turn, and to neutral, positions, respectively, to correspond to left turn, to right turn, and to straightaway, positions of said wheel, respectively, said first switch means including a lever manually movable to left, to right turn, and to neutralfpositions, respectively, said switch means including means to automatically move said lever from a turn position to neutral position and to lock said lever in neutral position while said wheel is in a turn position, a second and manually operable switch connected in series circuit association with said. first switch means and movable to open and to closed positions, respectively, means connecting said first switch means with said second switch means to lock said second switch means in closed position only when said first switch means are in neutral position, and to automatically move said second switch means from a manually set open position to the closed position upon subsequent movement of said first switch means.

5. In turn-indicating means for a vehicle, which vehicle is provided with a source of `current, with a steering wheel, and with currentresponsive signal means, a turn-indicating control means comprising a first switch means connectible with said wheel for movement therewith to left turn, to right turn, and to neutral positions, respectively, to correspond to left turn; to right turn, and to straightaway positions of said wheel, respectively, a second and manually operable switch means connected in series circuit association with said first switch means and movable to closed and to open positions, respectively, means connecting said first switch means with said second switch means to lock said second switch means in closed position only when said first switch means are in neutral position,

and to automatically move said second switch means from a manually set open position to the closed position upon subsequent movement of said first switch means.

6. In turn-indicating means for a vehicle, which vehicle is provided with a steering wheel, with a current source, and with current-responsive signal means, turn-indicating control means comprising a switch means including a manually operable lever movable to left turn, to right turn, and to neutral position, respectively, said switch means including a member for connection with said Wheel for movement therewith to left turn, to right turn, and to neutral position, respectively, to correspond to left turn, to right turn, and to straightaway position of said wheel, respectively, and means movable in response to movement of said member to a turn position to automatically move said lever from a manually set turn position to its neutral position and to lock said lever against manual movement from its neutral position while said member is in a turn position.

7. In turn-indicating means for a vehicle, which vehicle is provided with a steering wheel, with a current source, and with current-responsive signal means, turn-indicating control means comprising a first switch means including a manually operable lever movable to left turn, to right turn, and to neutral position, respectively, said first switch means including a member for connection with said wheel for-movement therewith to left turn, to right turn, and to neutral position, respectively, to correspond to left turn, to right turn, and to straightaway position of said wheel, respectively, a second and manually operable switch connected in series circuit association with said rst switch and movable to open and to closed positions, respectively, and locking means connected movable with said member to lock said lever against manual movement when said member is in a turn position, and to lock said second switch means against manual movement from a closed to an open poistion when said member is in neutral position.

8. In turn-indicating means for a vehic1e,

which vehicle is provided with a steering wheel, with a current source, and with current-responsive signal means, turn-indicating control means comprising a normally open rst switch, a normally open second switch, a manually operable lever movable to a left turn, to a right turn, and to a neutral position, respectively, and operable to eiect closing of said rst switch when in left turn positiony and to effect closing of said second switch when in right turn position, a member inclosing said switches, said member being arranged for connection with said wheel for movement therewith to left turn, to right turn, and to neutral position, respectively, to correspond to left turn, to right turn, and to straightaway position of said wheel, respectively, means movable by said member to automatically move said lever from a manually set turn position to its neutral position and to lock said lever in neutral position against manual movement when said member is in a turn position, and to then close a selected one of said switches corresponding to the turn of the member.

H. B. TOBIAS. 

